Looking south on NE 102nd toward Halsey-Weidler couplet in August 2019. (Photo: Jonathan Maus/BikePortland)
As road deaths continue to rise, opportunistic politicians are clinging to populist, divisive rhetoric to garner public support, putting Portland’s commitment to building safer streets under significant scrutiny. This issue extends beyond local concerns; earlier today, I encountered a thought-provoking opinion piece from the Washington Post, where one of their editors portrayed road diets and bike lanes in Washington, D.C., as a strategy employed by privileged individuals to disadvantage drivers. It’s disheartening to witness this kind of narrow framing.
Beyond the punditry, we must ask: do reducing lanes for drivers and allocating more space for cyclists truly enhance safety on our streets? A recent detailed analysis concerning the infrastructure developments along the NE 102nd Avenue corridor allows us to discuss the impact of such design changes while emphasizing facts and data, rather than reactive commentary.
With numerous alterations made by the Portland Bureau of Transportation (PBOT) to the streets east of I-205 in pursuit of greater safety and encouragement of active transportation, the agency now faces mounting political pressure. If PBOT cannot present solid results, skepticism will only grow. Yet, for those who envision a community characterized by humane and welcoming streets, the encouraging results are indeed speaking volumes.
Going from five general purpose lanes to three provided PBOT with the necessary space to implement bike lanes and on-street parking. This transformation is evidenced in the visual comparisons of NE 102nd near NE Brazee from 2018 (top) to 2024 (bottom).
PBOT Vision Zero Coordinator Clay Veka addressed attendees on the steps of City Hall during Sunday’s World Day of Remembrance event, where she presented new crash data relating to their NE 102nd Avenue Corridor Safety Project: NE Weidler to NE Sandy . Veka shared that the results indicate “encouraging news that we’re seeing success.” This $2 million endeavor, implemented in three phases from 2019 to 2024 and funded through local gas tax revenue, system development charges, and cannabis tax funds, focused on a critical two-mile stretch of NE 102nd Avenue that is part of the City’s High Crash Network—a list highlighting streets with elevated rates of crashes, fatalities, and serious injuries.
To bolster safety and promote more active street usage, PBOT made significant alterations by reducing the number of lanes for vehicles from five to three. Additionally, buffered bike lanes and on-street parking were added. Alongside these lane reconfigurations, PBOT enhanced several crossings through the installation of curb extensions, concrete median islands, and a reduction in speed limits to 30 mph.
In a comprehensive 27-page report, initially published in 2020 and updated recently, key findings drawn from a public survey and internal evaluations reveal an “overall improvement of safety measures.” Data indicates that crashes and average speeds are down, signifying that the street has become friendlier for both pedestrians and cyclists.
PBOT’s analysis of all crash types, based on annual averages collected before and after the project’s implementation, has unveiled that the interventions along NE 102nd resulted in a remarkable 14% reduction in crashes.
Concerning speeding, PBOT reported a “drastic” decline in what they term “top-end speeding,” which refers to speeds exceeding 10 mph over the posted limit. The agency also examined median speed—the midpoint of all operating speeds—and prevailing speed, which represents the speed 85% of drivers adhere to. Observations made at NE Shaver and Sacramento indicate significant reductions across all speeds. At Shaver, for example, median speed dropped by 9.5%, while prevailing speed decreased by 11%, and top-end speeders plummeted by 85%.
According to PBOT’s Veka, the notable reduction in top-end speeding aligns with trends citywide. Of eight road diets assessed to date, an impressive 52% decrease in top-end speeding has been recorded overall.
Interestingly, despite reduced room for cars and buses, one might anticipate congestion as a potential fallout. However, PBOT’s evaluations indicated minimal to no impact on transit time or reliability for TriMet’s Line 87 and 22 buses. Moreover, the analysis reflected no significant changes in travel times for drivers in cars and trucks.
In addition to evaluating traffic changes, PBOT considered the effects on adjacent residential streets following the modifications to NE 102nd—an issue often termed the “diversion” effect that residents frequently fear when larger streets undergo road diets. Despite the comprehensive reconfiguration, no significant speed increases were recorded on nearby residential roads, and while some streets experienced an uptick in car traffic volumes, none reached the threshold for mitigation specified by PBOT (1,000 cars per day or 50 cars during peak hours).
The report delved into how the revised street design aligns with active transportation goals. Beyond focusing on safety, PBOT seized the occasion to enhance the street’s appeal for walkers, cyclists, and transit users alike.
Following the addition of six new crossing treatments, all segments of the project now adhere to PBOT’s PedPDX guidelines, which advocate for crossing points no more than every 800 feet. Previously, only one segment met this criterion before the changes were made. Furthermore, this plan mandated that crossings must be located within 100 feet of transit stops; before, only six out of 15 stops achieved this, whereas now, nine meet the criterion, with all 15 within 200 feet.
Prior to the project, NE 102nd held no dedicated bicycle infrastructure. Now, there’s the introduction of buffered bike lanes, including some segments featuring concrete curb separators and/or plastic delineator wands. PBOT noted that before the redesign, NE 102nd was rated a 4 on the “Level of Traffic Stress” (LTS) scale—where 4 signifies the highest stress level and 1 the lowest. However, with the implementation of bike lanes and a reduced speed limit, the street now boasts an improved rating of LTS 2 for cyclists.
Public survey
PBOT took measures to gauge the opinions of 1,000 individuals who participated in a survey or provided comments pertaining to the project. While PBOT acknowledges the survey results may not constitute a representative sample and recognize the “high potential for bias,” they still deem the feedback valuable for improvement and reflection on public sentiment toward the project.
Out of 563 respondents who shared their thoughts on speeding, crossing challenges, and biking on 102nd Avenue, the feedback was predominantly favorable. Before the changes, 64% expressed concern over fast-driving vehicles, while that number dropped to just 35% post-implementation. Similarly, worries about crossing conditions plummeted from 62% to 33%, and apprehensions surrounding biking were reduced from 42% to 25%.
However, it’s notable that 64% of respondents opposed the project after its completion. Only 27% voiced support, with 9% remaining undecided. PBOT indicated that comments revealed concerns regarding traffic congestion, side-street volumes, insufficient bike lane protection, and a perceived lack of adequate crossings or street lighting for nighttime visibility.
Perhaps the most compelling aspect of this report lies in the summaries of responses from open-ended questions. PBOT sought feedback on what aspects of the project worked best, suggestions for improvements, and any specific concerns from participants.
The most prevalent topic among these responses centered on biking and bike lanes. As anticipated, participants shared a wide array of opinions and observations, many of which were contradictory. Notably, PBOT emphasized in this section that the addition of bike lanes was somewhat incidental. They remarked, “Adding bike lanes was a fortunate opportunity that became a part of the project [because of space available after the lane reconfigurations] and aligns NE 102nd Avenue with the Transportation System Plan and the 2030 Bike Plan. However, it was not the motivation or priority for this project.” This admission highlights a surprising sensitivity from PBOT regarding their intentions to promote bike lanes, especially in areas of East Portland where cycling rates tend to be lower.
Engaging with project evaluations periodically can illuminate PBOT’s methodologies and unveil the rationale behind their decisions. While a 27-page analysis of a single project is valuable, one cannot help but reflect on the considerable time and effort required from PBOT staff to compile and disseminate this evaluation. It exemplifies the extensive layers of processes and planning, in addition to pre-construction outreach efforts, open houses, and surveys that PBOT navigates. We look forward to a day when PBOT can efficiently implement changes based on established plans and funding, moving effortlessly from one project to the next, without the burden of justifying each decision and appeasing critics who will voice discontent regardless of the outcomes.
— NE 102nd Ave Safety Project Evaluation Report (PDF)
What strategies will PBOT employ to address public concerns regarding traffic congestion and cyclist safety after implementing the changes on NE 102nd Avenue?
**Interview with Clay Veka, Vision Zero Coordinator at PBOT**
**Interviewer:** Thank you for joining us, Clay. The recent report on the NE 102nd Avenue Corridor Safety Project provides a lot of insights. Can you start by summarizing the project’s objectives and the measures implemented?
**Clay Veka:** Thank you for having me. The NE 102nd Avenue Corridor Safety Project was designed to enhance safety for all street users—pedestrians, cyclists, and drivers alike. We reduced the number of lanes for vehicles from five to three, which allowed us to create space for buffered bike lanes and on-street parking. Additionally, we implemented new crossing treatments, reduced speed limits to 30 mph, and added curb extensions and median islands. Our goal was to align with our Vision Zero commitment—to eliminate traffic fatalities and serious injuries.
**Interviewer:** You mentioned that the feedback received from respondents showed a reduction in concerns about speeding and crossing challenges. What do you attribute those positive shifts to?
**Clay Veka:** The data indicates a significant decrease in average speeds and the incidence of top-end speeding after the project’s implementation. For instance, we saw a dramatic 85% reduction in top-end speeders. With the addition of bike lanes and crossing enhancements, we believe that the overall streetscape feels safer, encouraging more people to walk and bike. This shift in public sentiment is a promising sign of the project’s success.
**Interviewer:** However, there’s still notable opposition to the project, with 64% of survey respondents expressing discontent afterward. How does PBOT plan to address these concerns moving forward?
**Clay Veka:** We acknowledge that the results highlighted a divide in public opinion. The concerns regarding traffic congestion and inadequate bike lane protection are valid, and we’re committed to addressing them. We’ll analyze the feedback in detail and consider potential modifications. It’s crucial for us to engage with the community to understand their perspectives and work collaboratively on solutions.
**Interviewer:** Some critics view these changes as an inconvenience to drivers. How do you respond to those claiming that road diets and bike lanes prioritize cyclists at the expense of vehicle access?
**Clay Veka:** We understand the perception that allocating road space may frustrate some drivers, but it’s essential to look at the broader picture. Safety is our top priority, and reallocating space is a critical part of achieving safer streets for everyone. Moreover, our evaluations show that the changes have not significantly impacted transit times for buses, and many residential streets have not experienced detrimental effects from traffic diversion.
**Interviewer:** Can you share the next steps for PBOT in assessing the long-term effects of this project?
**Clay Veka:** Absolutely. We will continue to monitor traffic patterns and safety data over the coming months. We’ll also engage further with the community through workshops and surveys to garner comprehensive feedback. This ongoing dialogue will ensure that we adapt our strategies and make informed decisions moving forward. We want to reinforce our commitment to building humane and welcoming streets that cater to all modes of transportation.
**Interviewer:** Thank you, Clay, for providing these insights. It’s clear that PBOT is striving to balance the needs of various road users while prioritizing safety.
**Clay Veka:** Thank you for the opportunity to discuss this important topic. We believe that through collaboration and data-driven decisions, we can create a safer and more enjoyable urban environment for all.
